WO2011124283A1 - Procédé pour chauffer un catalyseur dans un système de moteur et pour diagnostiquer l'efficacité de dispositions pour le chauffage du catalyseur - Google Patents

Procédé pour chauffer un catalyseur dans un système de moteur et pour diagnostiquer l'efficacité de dispositions pour le chauffage du catalyseur Download PDF

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Publication number
WO2011124283A1
WO2011124283A1 PCT/EP2010/068856 EP2010068856W WO2011124283A1 WO 2011124283 A1 WO2011124283 A1 WO 2011124283A1 EP 2010068856 W EP2010068856 W EP 2010068856W WO 2011124283 A1 WO2011124283 A1 WO 2011124283A1
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WO
WIPO (PCT)
Prior art keywords
exhaust gas
temperature
internal combustion
combustion engine
catalyst
Prior art date
Application number
PCT/EP2010/068856
Other languages
German (de)
English (en)
Inventor
Joerg Linke
Damien Bouvier
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to CN201080065907.6A priority Critical patent/CN102812223B/zh
Priority to US13/639,434 priority patent/US20130097999A1/en
Publication of WO2011124283A1 publication Critical patent/WO2011124283A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/105—General auxiliary catalysts, e.g. upstream or downstream of the main catalyst
    • F01N3/106—Auxiliary oxidation catalysts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23C—MILLING
    • B23C5/00—Milling-cutters
    • B23C5/16—Milling-cutters characterised by physical features other than shape
    • B23C5/20—Milling-cutters characterised by physical features other than shape with removable cutter bits or teeth or cutting inserts
    • B23C5/202—Plate-like cutting inserts with special form
    • B23C5/205—Plate-like cutting inserts with special form characterised by chip-breakers of special form
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23C—MILLING
    • B23C5/00—Milling-cutters
    • B23C5/02—Milling-cutters characterised by the shape of the cutter
    • B23C5/08—Disc-type cutters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23C—MILLING
    • B23C5/00—Milling-cutters
    • B23C5/16—Milling-cutters characterised by physical features other than shape
    • B23C5/20—Milling-cutters characterised by physical features other than shape with removable cutter bits or teeth or cutting inserts
    • B23C5/202—Plate-like cutting inserts with special form
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23C—MILLING
    • B23C5/00—Milling-cutters
    • B23C5/16—Milling-cutters characterised by physical features other than shape
    • B23C5/20—Milling-cutters characterised by physical features other than shape with removable cutter bits or teeth or cutting inserts
    • B23C5/22—Securing arrangements for bits or teeth or cutting inserts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23C—MILLING
    • B23C5/00—Milling-cutters
    • B23C5/16—Milling-cutters characterised by physical features other than shape
    • B23C5/20—Milling-cutters characterised by physical features other than shape with removable cutter bits or teeth or cutting inserts
    • B23C5/22—Securing arrangements for bits or teeth or cutting inserts
    • B23C5/2204—Securing arrangements for bits or teeth or cutting inserts with cutting inserts clamped against the walls of the recess in the cutter body by a clamping member acting upon the wall of a hole in the insert
    • B23C5/2208—Securing arrangements for bits or teeth or cutting inserts with cutting inserts clamped against the walls of the recess in the cutter body by a clamping member acting upon the wall of a hole in the insert for plate-like cutting inserts 
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23C—MILLING
    • B23C5/00—Milling-cutters
    • B23C5/16—Milling-cutters characterised by physical features other than shape
    • B23C5/20—Milling-cutters characterised by physical features other than shape with removable cutter bits or teeth or cutting inserts
    • B23C5/22—Securing arrangements for bits or teeth or cutting inserts
    • B23C5/2204—Securing arrangements for bits or teeth or cutting inserts with cutting inserts clamped against the walls of the recess in the cutter body by a clamping member acting upon the wall of a hole in the insert
    • B23C5/2208—Securing arrangements for bits or teeth or cutting inserts with cutting inserts clamped against the walls of the recess in the cutter body by a clamping member acting upon the wall of a hole in the insert for plate-like cutting inserts 
    • B23C5/2213—Securing arrangements for bits or teeth or cutting inserts with cutting inserts clamped against the walls of the recess in the cutter body by a clamping member acting upon the wall of a hole in the insert for plate-like cutting inserts  having a special shape
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0245—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by increasing temperature of the exhaust gas leaving the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/025—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by changing the composition of the exhaust gas, e.g. for exothermic reaction on exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/405—Multiple injections with post injections
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23C—MILLING
    • B23C2200/00—Details of milling cutting inserts
    • B23C2200/36—Other features of the milling insert not covered by B23C2200/04 - B23C2200/32
    • B23C2200/367—Mounted tangentially, i.e. where the rake face is not the face with largest area
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23C—MILLING
    • B23C2210/00—Details of milling cutters
    • B23C2210/04—Angles
    • B23C2210/0407—Cutting angles
    • B23C2210/0442—Cutting angles positive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23C—MILLING
    • B23C2210/00—Details of milling cutters
    • B23C2210/16—Fixation of inserts or cutting bits in the tool
    • B23C2210/168—Seats for cutting inserts, supports for replacable cutting bits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/033—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices
    • F01N3/035—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2066—Selective catalytic reduction [SCR]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • F02D2200/0804—Estimation of the temperature of the exhaust gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T407/00—Cutters, for shaping
    • Y10T407/19—Rotary cutting tool
    • Y10T407/1906—Rotary cutting tool including holder [i.e., head] having seat for inserted tool
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T407/00—Cutters, for shaping
    • Y10T407/19—Rotary cutting tool
    • Y10T407/1906—Rotary cutting tool including holder [i.e., head] having seat for inserted tool
    • Y10T407/1934—Rotary cutting tool including holder [i.e., head] having seat for inserted tool with separate means to fasten tool to holder
    • Y10T407/1936—Apertured tool
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T407/00—Cutters, for shaping
    • Y10T407/22—Cutters, for shaping including holder having seat for inserted tool
    • Y10T407/2266—Holder adapted for tools of different shape
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T407/00—Cutters, for shaping
    • Y10T407/23—Cutters, for shaping including tool having plural alternatively usable cutting edges
    • Y10T407/235—Cutters, for shaping including tool having plural alternatively usable cutting edges with integral chip breaker, guide or deflector
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T407/00—Cutters, for shaping
    • Y10T407/24—Cutters, for shaping with chip breaker, guide or deflector
    • Y10T407/245—Cutters, for shaping with chip breaker, guide or deflector comprising concave surface in cutting face of tool

Definitions

  • the invention relates to engine systems with internal combustion engines, in particular with diesel engines, in the exhaust section of which an oxidation catalyst and a reduction catalyst are arranged in series.
  • the invention further relates to methods of operating the engine system for a heating phase to bring the catalysts to an operating temperature.
  • Oxi-Kat Oxi-Kat
  • SCR Selective Catalytic Reduction
  • the internal combustion engine is usually operated according to a catalyst heating operation in which first the oxidation catalytic converter and then the reduction catalytic converter are brought to their operating temperature.
  • the heating operation achieves an earlier achievement of the operating temperatures of the catalytic converters (light-off temperature), which is necessary in order to comply with the legally prescribed emission standards.
  • Previous methods for the heating operation of the SCR catalyst provide a control in which the heating of the SCR catalyst is timed. This is done by a timed specification of measures for the operation of the internal combustion engine, with the aim of increasing the temperature in the SCR catalyst.
  • a method for operating a combustion engine in a catalyst heating operation wherein the internal combustion engine is operable in a normal operation.
  • the method comprises the following steps:
  • An idea of the above method is basically to carry out the heating process for the first catalyst depending on the first exhaust gas temperature over the exhaust gas temperature of the first catalyst in order to achieve the operating temperature of the catalyst as quickly as possible.
  • component tolerances and other influences are taken into account, since the respective current exhaust gas temperature is detected and the heating process is carried out until the operating temperature, which can be specified by the first temperature threshold, is reached.
  • additional fuel can be injected into the at least one cylinder before or during the combustion process with excess air in order to realize a so-called early post-injection.
  • the internal combustion engine can be operated such that no unburned fuel reaches the exhaust gas discharge section.
  • the first exhaust gas temperature indication in the first operating mode, can be regulated to a predetermined first desired operating temperature, wherein the control intervention relates only to internal engine measures, in particular wherein the control intervention by dividing an additional AufMapkraftstoffmenge between a main injection and forward and / or Includes post injections.
  • the predetermined first setpoint operating temperature can be varied depending on an operating state of the engine system, so that the difference between the first exhaust gas temperature specification and the predetermined first setpoint operating temperature does not exceed a predetermined limit value.
  • the further steps may be performed:
  • the exhaust gas temperature of the exhaust gas in the second catalytic converter is regulated to the predetermined second setpoint operating temperature, wherein the control intervention relates to a late post-injection of fuel after a combustion process in the at least one cylinder.
  • a method for checking the function of the catalyst heating operation may be provided, wherein an error of the function of the catalyst heating operation is detected, if in the regulations, the difference between the first exhaust temperature indication and the predetermined first target operating temperature or the difference between the second Exhaust temperature and the specified second target operating temperature during a predetermined period of time exceeds a predetermined diagnostic limit.
  • One idea of the above diagnostic method is to evaluate the control deviation and to detect an error when the control deviation is exceeded for a predetermined maximum period of time.
  • an apparatus for operating an internal combustion engine may be provided in a catalyst heating operation, wherein the internal combustion engine is operable in a normal operation.
  • the device may include:
  • a first temperature sensor for determining a first exhaust gas temperature value, which indicates the exhaust gas temperature of the exhaust gas in a first catalytic converter
  • a control unit which is adapted to operate the internal combustion engine in a first mode in which compared to the normal operation, exhaust gas with an increased exhaust gas temperature is discharged from at least one cylinder of the internal combustion engine, as long as the first exhaust gas temperature specification has not reached a predetermined first temperature threshold ,
  • an engine system may be provided with an internal combustion engine and the above apparatus, wherein the internal combustion engine is configured to exhaust exhaust gas into an exhaust gas removal section, wherein the first temperature sensor is disposed between the internal combustion engine and the first catalyst.
  • the above device may include a second temperature sensor for determining a second exhaust gas temperature value indicative of an exhaust gas temperature of the exhaust gas in a second catalyst downstream of the first catalyst and the controller configured to, when the predetermined first temperature threshold has been achieved to operate the internal combustion engine in a second mode in which the exhaust gas expelled from the cylinders of the internal combustion engine contains unburned fuel which burns to increase the exhaust gas temperature in the Abgasab Installationsabites and / or oxidized in the first catalyst, thereby the exhaust gas temperature is increased as long as the second exhaust gas temperature specification has not reached a predetermined second target operating temperature.
  • an engine system may be provided with an internal combustion engine and the above apparatus, wherein the second temperature sensor is disposed between the first catalyst and the second catalyst.
  • a computer program product including program code which, when executed on a data processing device, performs the above method.
  • Figure 1 is a schematic representation of an engine system with a Oxidati- onskatalysator and a downstream reduction catalyst;
  • FIG. 2 shows a flowchart for illustrating a method for a heating process for heating the catalysts to their operating temperatures.
  • FIG. 1 shows a schematic representation of an exemplary engine system 1 with an internal combustion engine 2, in particular a diesel engine.
  • the internal combustion engine 2 is supplied with ambient air via an air supply section 3, and combustion exhaust gases are discharged from cylinders 4 of the internal combustion engine 2 into the environment via an exhaust gas discharge section 5.
  • the internal combustion engine 2 comprises four cylinders 4, in each of which an injection valve 8 is arranged for the direct injection of fuel. Air is introduced into the cylinders 4 via respective intake valves 19 and discharged into the exhaust discharge section 5 via exhaust valves 21.
  • the air supply section 3 and the exhaust gas supply section 5 is a
  • Turbocharger 6 is arranged, which has a compressor 61 and a turbine 62.
  • the turbine 62 is disposed in the exhaust gas supply section 5, and takes the exhaust gas enthalpy of drive energy for the compressor 61.
  • the turbine 62 is coupled to the compressor 61 to drive it.
  • the compressor 61 sucks in air from the environment and provides this under a boost pressure.
  • the provided under the boost pressure air, the so-called charge air is supplied via a throttle valve 7 to the engine 2. There, the air is admitted via the corresponding intake valves 19 in the cylinder 4 corresponding to the power stroke.
  • an oxidation catalyst 9 Downstream of the turbine 62, an oxidation catalyst 9 is arranged, which serves for exhaust gas aftertreatment.
  • the oxidation catalyst 9 the pollutant emissions in the exhaust gas can be drastically reduced. In particular, carbon monoxide and nitrogen oxides are oxidized into less harmful gases.
  • the exhaust gas flow can be passed through an optional particulate filter 10 in order to reduce the particles present in the exhaust gas of diesel engines, in particular soot particles which are produced in diesel engines.
  • the filtered exhaust gases are fed into a subsequently arranged reduction catalytic converter 1 1, which may be designed, for example, as an SCR catalytic converter (SCR: Selective Catalytic Reduction).
  • SCR Selective Catalytic Reduction
  • an aqueous urea solution is continuously injected as a reducing agent into the exhaust gas flow, resulting in hydrolysis of water and ammonia. Ammonia is able to reduce the nitrogen oxides in the exhaust gas to nitrogen.
  • a metering module 12 is disposed on a corresponding part of the Abgasab Operationsabitess 5 to add the reducing agent from a reducing agent tank 13 in a suitable dosage to the exhaust gas, so that a reduction of nitrogen oxides in the SCR catalyst. 1 1 takes place.
  • a first temperature sensor 18 is provided to measure a first exhaust gas temperature at the entrance of the oxidation catalyst 9 as a state variable.
  • a second The temperature sensor 14 is provided to measure a second exhaust gas temperature of the exhaust gas at the outlet of the oxidation catalyst 9 or before entering the SCR catalyst 1 1 as a state variable.
  • an exhaust gas recirculation line 15 is provided to recirculate exhaust gases from the exhaust discharge section 5 to the area of the air supply section 3 between the throttle valve 7 and the intake valves 19 of the engine 2.
  • the recirculated exhaust gas serves as an inert gas and is not involved in the combustion in the combustion chambers of the cylinder 4. However, it serves to prevent the excessive formation of nitrogen oxides, which occurs more in an oxygen-excess combustion.
  • an exhaust gas cooler 16 and an exhaust gas recirculation valve 17 may be provided to adjust the amount of recirculated exhaust gas and the resulting exhaust gas recirculation rate.
  • a controller 20 which controls the internal combustion engine 2 based on a preset quantity E, such as an engine speed. an indication of an accelerator pedal position, a desired drive torque and the like, as well as based on detected in the engine system 1 state variables adjuster of the engine system 1 drives to operate the internal combustion engine 1 according to the default size.
  • the modulators of the engine system 1 may be e.g.
  • the throttle valve adjuster for adjusting the throttle valve 7, via which the intake manifold pressure or the amount of air supplied to the cylinders can be adjusted, the turbocharger 6, with which the charge pressure can be adjusted (eg by adjusting the efficiency by adjusting the turbine geometry), the exhaust gas recirculation valve 17th with which the exhaust gas recirculation rate is adjustable, the injection valves 8 in the cylinders 4 for adjusting the amount of fuel and the injection timing include.
  • the oxidation catalyst 9 and the reduction catalyst 11 must be heated to an operating temperature for proper operation. After a cold start of the engine system 1, therefore, a so-called heating operation is provided with which the heating of both the oxidation catalyst 9 and the reduction catalyst 1 1 can be carried out accelerated.
  • the achievement of the operating temperature of the oxidation catalyst 9 is initially desired. This can be achieved with the aid of a first control loop which increases the operating temperature of the oxidation catalytic converter 9 via internal engine measures in order to enable the oxidation catalytic converter 9 to oxidize hydrocarbon.
  • a desired operating temperature for the oxidation catalyst 9 is predetermined, which represents a desired value for the first control loop.
  • the first exhaust gas temperature of the exhaust gas upstream of the oxidation catalyst 9 is measured and selected depending on the magnitude of the control deviation, ie depending on the height of the temperature difference between the predetermined desired operating temperature of the oxidation catalyst 9 and the measured operating temperature 18.
  • the first control loop should vary the injection time durations and the injection times accordingly, depending on the behavior of the oxidation catalytic converter 9.
  • Possibilities of variation of injection quantities and injection timings for heating the oxidation catalytic converter 9 are to inject fuel into the cylinder 4 as an early post-injection after or during combustion.
  • Another way to increase the exhaust gas temperature is to add more fuel during the main injection and any pre-injections that occur before the main injection.
  • step S1 it is checked on the basis of the first temperature sensor 18 whether a heating operation has to be performed. A heating operation is necessary when it is determined that the exhaust gases flowing into the oxidation catalyst 9 are cooler than indicated by a predetermined first temperature threshold. If the heating operation is necessary (alternative: yes), the internal combustion engine 2 is operated according to a first heating mode in step S2.
  • the first control loop is activated in the control unit 20, to which the desired operating temperature of the oxidation catalytic converter 9 is predetermined as the setpoint value.
  • This desired operating temperature is initialized with the current actual temperature at the start of the heating operation and updated in dependence on the engine operating point and the duration of the heating mode and increases continuously or stepwise up to a first temperature threshold.
  • the first control circuit controls the engine 2 so that the exhaust gas temperature of the exhaust gas discharged from the cylinders 4 is higher than in the normal operation, so that the oxidation catalyst 9 can warm up.
  • the second control loop While the first control loop is active, the first exhaust gas temperature is monitored in step S3, and as soon as the first temperature threshold is exceeded by the first exhaust gas temperature (alternative: yes), the second heating mode is adopted in step S4, with heating exclusively or additionally of the SCR catalyst 1 1 is made.
  • the second control loop In the second Aufkar jossart therefore the second control loop is activated alternatively or in addition to the first control loop.
  • the second control circuit controls, depending on the difference between the second exhaust gas temperature and a predetermined second target operating temperature, which may correspond to a working temperature of the SCR catalyst 1 1, by making a late post-injection the amount of unburned fuel entering the exhaust gas discharge section 5 or enters the oxidation catalyst 9.
  • This second desired operating temperature is initialized with the current actual temperature at the start of the heating operation and updated in dependence on the engine operating point 8 and the duration of the heating mode and increased continuously or stepwise up to a second temperature threshold.
  • step S5 it is checked whether the predetermined second target operating temperature has been reached. If this is the case (alternative: yes), in step S6 the run internal combustion engine in a normal mode and the heating operation is completed (step S6).
  • control deviation of the first control loop is greater than a predetermined control deviation threshold, the internal combustion engine 2 is operated exclusively in the first heating mode, which corresponds to a lean operation with an early post-injection of additional fuel. Thereby, a combustion exhaust gas with a higher exhaust gas temperature is ejected from the cylinders 4, whereby the oxidation catalyst 9 is heated faster than in a normal operation of the
  • the amount of fuel provided for heating is visibly injected according to a late post injection, so that the combustion of the fuel in the exhaust area or a second Oxidation takes place in the oxidation catalyst 9 and thus heat is generated directly there.
  • the amount of fuel that is injected as a late post-injection not be increased too much, because then there is a risk that the fuel is not completely burned in the oxidation catalyst 9 and hydrocarbons in the In particular, the hydrocarbons may block the function of the SCR catalyst and necessitate frequent rejuvenation of the SCR catalyst, which significantly reduces the efficiency of the engine system
  • the division of an additional heat-up fuel quantity between a main injection and pilot injections is the main control variable of the first control loop is the control loop.
  • the monitoring of the control deviation between the first exhaust gas temperature and the first desired operating temperature can be used as a diagnosis. In particular, the effect of the measures associated with the first heating mode can thus be checked.
  • the reduction catalytic converter 11 is heated in accordance with the second heating mode of the heating process.
  • the second exhaust gas temperature of the exhaust gas before the SCR catalyst 1 1 is measured by the second temperature sensor 14.
  • the control of the second control loop is performed.
  • an injection of fuel after combustion in the cylinders is now carried out as a late post-injection.
  • the fuel burns in the outlet region of the cylinders 4 or first in the oxidation catalytic converter 9 and heats the exhaust gas emitted from the cylinders 4 in such a way that the SCR catalytic converter 11 is heated up.
  • Both in the first and in the second control can be provided that the predetermined target operating temperatures of the exhaust gas depending on the operating point of the internal combustion engine 2, by the speed, injection quantity, exhaust gas recirculation rate, driving speed, environmental conditions such as ambient temperature and ambient air pressure, and the length of time during which the heating operation is active can be determined.
  • the desired operating temperatures can be moderately adapted to the current operating state so as to avoid that the control deviation is too high.
  • a high control deviation would have the consequence that a large amount of fuel would also injected into the cylinder 4 of the engine. This results in too low a first exhaust gas temperature before the oxidation catalyst 9 or in the oxidation catalyst 9 that unburned fuel in the oxidation catalyst 9 does not burn and thereby fuel enters the SCR catalyst 1 1.
  • a poisoning of the SCR catalyst 1 1 with hydrocarbons would result. Furthermore, a method for monitoring the effectiveness of the heating process can be carried out, the diagnosis is released when the regulations have exhausted the entire range, ie when the manipulated variables such as the injection amount injected in the late post-injection has a maximum value, and the general release conditions that depend on the rotational speed, the injection amount and the like have existed for a certain period of time. An error is detected if the control deviation in one of the controls exceeds a predetermined threshold for a certain period of time.

Abstract

L'invention porte sur un procédé pour faire fonctionner un moteur thermique (2) dans le mode avec chauffage du catalyseur, procédé dans lequel on peut faire fonctionner le moteur thermique (2) dans un mode de fonctionnement normal, et ce procédé comprenant les étapes suivantes : - détermination (S1) d'une première indication de température des gaz d'échappement, qui indique la température des gaz d'échappement dans un premier catalyseur (9), en particulier dans un catalyseur d'oxydation; - fonctionnement (S2) du moteur thermique (2) dans un premier mode de fonctionnement dans lequel des gaz d'échappement possédant une température plus élevée que dans le mode normal sont expulsés d'au moins un cylindre (4) du moteur thermique (2), aussi longtemps que la première indication de température des gaz d'échappement n'a pas atteint un premier seuil de température prédéterminé. Avec ce procédé, il est possible d'obtenir un diagnostic robuste et simple de l'efficacité du fonctionnement avec chauffage du catalyseur en conformité avec les spécifications de CARB, titre13, CCR, section 1968, 2e chapitre (f)(12).
PCT/EP2010/068856 2010-04-08 2010-12-03 Procédé pour chauffer un catalyseur dans un système de moteur et pour diagnostiquer l'efficacité de dispositions pour le chauffage du catalyseur WO2011124283A1 (fr)

Priority Applications (2)

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CN201080065907.6A CN102812223B (zh) 2010-04-08 2010-12-03 加热发动机系统中的催化器和诊断催化器加热措施效用的方法
US13/639,434 US20130097999A1 (en) 2010-04-08 2010-12-03 Method for heating a catalytic converter in an engine system and for diagnosing the effectiveness of measures for heating the catalytic converter

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DE102010003705A DE102010003705A1 (de) 2010-04-08 2010-04-08 Verfahren zum Heizen eines Katalysators in einem Motorsystem und zur Diagnose der Wirksamkeit von Maßnahmen zum Heizen des Katalysators
DE102010003705.2 2010-04-08

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